EP1179676A1 - Brennkraftmaschine mit Direkteinspritzung - Google Patents

Brennkraftmaschine mit Direkteinspritzung Download PDF

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Publication number
EP1179676A1
EP1179676A1 EP01118564A EP01118564A EP1179676A1 EP 1179676 A1 EP1179676 A1 EP 1179676A1 EP 01118564 A EP01118564 A EP 01118564A EP 01118564 A EP01118564 A EP 01118564A EP 1179676 A1 EP1179676 A1 EP 1179676A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
fuel
air
intake
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP01118564A
Other languages
English (en)
French (fr)
Inventor
Tetsurou Yamada
Katsuhiko Kikuchi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Yamaha Motor Co Ltd
Original Assignee
Yamaha Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yamaha Motor Co Ltd filed Critical Yamaha Motor Co Ltd
Publication of EP1179676A1 publication Critical patent/EP1179676A1/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10216—Fuel injectors; Fuel pipes or rails; Fuel pumps or pressure regulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10006—Air intakes; Induction systems characterised by the position of elements of the air intake system in direction of the air intake flow, i.e. between ambient air inlet and supply to the combustion chamber
    • F02M35/10078—Connections of intake systems to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
    • F02M35/10111—Substantially V-, C- or U-shaped ducts in direction of the flow path
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10157—Supercharged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10177—Engines having multiple fuel injectors or carburettors per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/044—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit downstream of an air throttle valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/045—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to an in-cylinder injection engine and to a method for controlling an in-cylinder injection engine.
  • the in-cylinder injection engine is provided with a supercharger in which intake air is pressurized and introduced into each cylinder by means of a supercharger and fuel is injected by means of an injector directly into the intake air introduced into each cylinder to produce mixture.
  • the in-cylinder injection engine in which fuel is injected directly into each cylinder by means of an injector attached to a cylinder head has advantages such as accomplishing high output, low fuel consumption, and improved exhaust gas properties.
  • the direct injector As the performance of the engine is improved, however, it may be difficult for the direct injector to supply not only the minute quantities of fuel required under very low speed, low load conditions as well as the larger quantity of fuel necessary to obtain maximum power output. Although this can be done by providing injectors that have a higher capacity, then the ability to inject controlled small amounts of fuel under low load conditions becomes very difficult. Also, if the injection is set so as to provide adequate and carefully controlled small amounts of fuel, then fuel must be injected for a longer time period under high speed and high load conditions and this can result in unwanted exhaust gas constituents because of the fact that the fuel may not have had the time to vaporize before combustion starts.
  • An engine with a supercharger driven with exhaust gas energy or with part of the engine power is also known in which intake air is pressurized with the supercharger to produce a high output by enhancing charging efficiency of mixture.
  • intake air is pressurized with the supercharger and introduced into each cylinder and fuel is directly injected into the intake air in each cylinder by means of an injector to produce mixture.
  • the conventional in-cylinder injection engine with a supercharger has the following problems: Since it is intended to provide required fuel injection amount over the entire operation range with a single injector per cylinder, the required amount of fuel commensurate with the fresh air amount during supercharging cannot be injected within a specified period of time unless injection rate is increased. The increased injection rate cannot cope with the requirement of very small injection rate during a low load operation.
  • Another problem is that, if the fuel injection rate is set to satisfy the low load operation, fuel must be injected for a long period of time during a high load operation, which results in the generation of smoke because of insufficient time for evaporating the injected fuel.
  • said objective is solved by an in-cylinder injection engine according to claim 1.
  • said objective is solved by a method for controlling an in-cylinder injection engine according to claim 7.
  • FIG. 1 is a sectional side view of an in-cylinder injection engine with a supercharger of this invention.
  • FIG. 2 is an enlarged, detailed sectional side view of an essential part of the same engine.
  • An in-cylinder injection engine 1 with a supercharger (hereinafter simply called an engine) of this embodiment is for automobile use with four-stroke cycle, in-line, plural cylinders.
  • plural cylinders 3 are placed in a cylinder block 2 side by side in a row extending in the direction normal to the drawing surface.
  • a piston 4 slidably in up and down directions, with each piston 4 connected through a connecting rod 5 to a common crankshaft 6.
  • crankshaft 6 is placed in a crankcase 7 to extend in the direction normal to the drawing surface.
  • the up-and-down, reciprocating motion of the piston 4 within the cylinder 3 is converted through the connecting rod 5 into rotating motion of the crankshaft 6.
  • the crankcase 7 is covered from under with an oil pan 8 into which oil after lubricating various parts within the engine 1 is dropped and recovered.
  • the top surface of the cylinder block 2 is covered with a cylinder head 9 in which formed for each cylinder an intake passage 10 and an exhaust passage 11.
  • the opening ends, an intake port 10a and an exhaust ports 11a (FIG. 2) facing the interior of the cylinder 3 of the intake passage 10 and the exhaust passage 11 respectively are opened and closed according to appropriate timing with an intake valve 12 and an exhaust valve 13 to exchange gas within each cylinder as required.
  • the intake valve 12 and the exhaust valve 13 are respectively passed through valve guides 14 and 15 press-fitted into the cylinder head 9 and urged by means of valve springs 16 and 17 in the closing direction to come into contact through valve lifters 18 and 19 with an intake cam 20a and an exhaust cam 21a.
  • the intake and exhaust cams 20a and 21a are formed integrally with an intake camshaft 20 and an exhaust camshaft 21 respectively extending parallel to each other in the direction normal to the drawing surface, with the two camshafts forming a double overhead camshaft (DOHC) mechanism.
  • DOHC double overhead camshaft
  • the crankshaft 6 When the engine 1 is started, the crankshaft 6 is rotated, the rotation of the crankshaft 6 is transmitted through a transmitting mechanism (not shown) to the intake and exhaust camshafts 20 and 21 to rotate them at a specified speed (half the rotating speed of the crankshaft 6).
  • a transmitting mechanism not shown
  • the intake and exhaust camshafts 20 and 21 As the intake and exhaust camshafts 20 and 21 are rotated in this way, the intake and exhaust valves 12 and 13 are driven to open and close according to appropriate timing by means of the intake and exhaust cams 20a and 21a formed integrally with the intake and exhaust camshafts 20 and 21, so that gas exchange is performed as required in each cylinder 3.
  • a head cover 22 is placed over the cylinder head 9.
  • An ignition plug 23 is screwed into the central part of each cylinder of the cylinder head 9.
  • An injector 24 for injecting fuel directly into each cylinder is attached as a first injector obliquely on the intake side of the cylinder head 9.
  • the engine 1 of this embodiment is provided with a supercharger 25 of a turbo-type attached to the exhaust side of the cylinder head 9.
  • the turbo-charger 25 comprises a casing 26 in which are placed coaxially an exhaust gas turbine (not shown) and a compressor (not shown).
  • the inlet side of the turbo-charger 25 is connected through an (exhaust) inlet pipe 27 to an exhaust passage 11 formed in the cylinder head 9.
  • An exhaust pipe (not shown) is connected to an (exhaust) outlet pipe 28 extending on the outlet side.
  • An (air) inlet pipe 29 extending from an air cleaner (not shown) is connected in the axial center on the inlet side of the compressor.
  • An intake pipe 31 is connected to an (air) outlet pipe 30 extending from the outlet side obliquely upward in the direction of the tangent of the outside circumference of the casing 26.
  • the intake pipe 31 is connected to a surge tank 32 placed above the main part of the engine.
  • a throttle valve 33 is provided in the middle of the intake pipe 31.
  • Each intake pipe of an intake manifold 34 extends from the surge tank 32 and curves in an arcuate shape downward so that its end is connected to each intake passage 10 formed for each cylinder in the cylinder head 9.
  • An injector 35 as a second injector for port injection is provided in the middle of each intake pipe of the intake manifold 34 separately from the injector 24 for injecting into the cylinder.
  • Each injector 35 for port injection is attached obliquely at about the same tilt angle with that of the intake passage 10 so that the fuel injection direction is tangent to the intake air flow in the intake pipe of the intake manifold 34.
  • the second fuel injectors 35 are mounted in the curved portions of the intake manifold 34.
  • a spray axis 45 of each of these second fuel injectors 35 is aligned with a flow axis 46 of the straight portion of the intake manifold 34 and the cylinder head intake passages.
  • gas of high temperature and high pressure produced by the combustion of mixture in the combustion chamber S of each cylinder flows from the exhaust passage 11 of the cylinder head 9 through the inlet pipe 27 into the turbo-charger 25 to rotate an exhaust gas turbine (not shown) and is discharged from the outlet pipe 28 through an exhaust pipe (not shown) into the atmosphere.
  • a compressor coaxially coupled to the exhaust gas turbine is also driven for rotation and draw fresh air from an air cleaner (not shown) through the inlet pipe 29 in the axial direction into the compressor.
  • the fresh air is pressurized with the compressor and discharged through the outlet pipe 30 to the intake pipe 31, metered with the throttle valve 33, and drawn into the surge tank 32.
  • the exhaust valve 13 opens.
  • the combustion gas of high temperature and high pressure is discharged through the exhaust port 11a to the exhaust passage 11 and further as described above through the inlet pipe 27 to the turbocharger 25 to drive the exhaust gas turbine.
  • the embodiment described above teaches an in-cylinder injection engine having at least one cylinder 3 and an air intake passage means 31,32,34 for supplying air to said cylinder 3.
  • a first fuel injector 24 is provided for directly injecting fuel into said cylinder 3 and a second fuel injector means 35 is provided for injecting fuel into said air intake passage means 31,32,34.
  • one second fuel injector 35 is provided for each cylinder.
  • one second fuel injector my be common for a cylinders.
  • the in-cylinder injection engine comprises a supercharger 25 for supplying pressurized air to said air intake passage means 31,32,34, wherein the second fuel injector means 35 is located on the downstream side of the supercharger 25.
  • Said supercharger is a turbo-supercharger 25 driven by exhaust gas of the engine or a mechanical-supercharger (not shown) mechanically driven by said engine.
  • the second fuel injector means 35 is provided for injecting fuel in a direction which is generally tangent to an intake air flow in the intake passage means.
  • Said intake passage means comprises a surge tank 32 and an air intake manifold 34 provided downstream of said surge tank 32.
  • Said air intake manifold 34 comprises a passage for each cylinder, respectively, and each passage of the air intake manifold 34 is provided with one second fuel injector 35.
  • the engine 1 of this embodiment is provided with two injectors; the in-cylinder injection injector 24 and the port injection injector 35.
  • load low, fuel is injected with the in-cylinder injection injector 24 only and when load is high, fuel is injected with both of the in-cylinder injection injector 24 and the port injection injector 35.
  • the operating condition of the engine corresponds to the region S11 surrounded with the curve A and the horizontal axis
  • a very small amount of fuel is injected from the in-cylinder injection injector 24 locally to the vicinity of the ignition plug and burned to cause stratified combustion.
  • fuel is uniformly mixed with air and burned to cause homogeneous combustion.
  • the curve C represents the torque without supercharging with the turbocharger 25.
  • the region S22 is the supercharge region corresponding to the increase in the engine torque caused by the supercharging with the turbocharger 25.
  • the curve B delineates the range when only the first fuel injector 24 is employed from the range when both injectors 24 and 35 are employed to supply fuel.
  • the curve A under which the engine operates in a stratified charge mode.
  • This area is indicated by the reference character S11.
  • the injector 24 only injects a small amount of fuel necessary to sustain engine operation. This fuel is injected toward the gap of the spark plug and at a timing to insure that the charge will ignite even though the total charge in the combustion chamber is less that stoichiometric.
  • Intake air is supplied to the cylinder 3,of the in-cylinder injection engine.
  • Fuel is directly injected to said cylinder 3 by the first fuel injector 24 and fuel is injected into the intake air in an air intake passage means by a second fuel injector means 35.
  • Said in-cylinder engine is controlled by the steps of:
  • the first specific running condition of the engine comprises a low range of low load and/or low speed condition and a mid range of mid load and/or mid speed condition, wherein at low range load of the first specific running condition of the engine (below curve A) small amount of fuel directly injected into the cylinder 3 only, providing a total charge less than a stoichiometric charge, and at mid range fuel directly injected into the cylinder 3 only, providing a homogenous charge (above curve A and below curve B).
  • the second specific running condition of the engine comprises a high load and/or high speed condition, and at the second specific running condition fuel is directly injected into the cylinder 3 and injected into the intake air in the air intake passage means providing a homogenous charge (above curve B).
  • this embodiment is provided with the injector 35 for port injection of injecting fuel into the fresh air flowing through each intake pipe of the intake manifold 34 as well as the injector 24 for injecting fuel directly into each cylinder 3, it is possible to inject fuel in amounts neither too much nor too little as required over the entire engine operation range, by injecting a very small amount of fuel with the injector 24 when load is low and injecting fuel with both of the injectors 24 and 35 when load is high to improve engine output and fuel economy. Injecting fuel with both of the injectors 24 and 35 when load is high makes it possible to inject a required amount of fuel within a short period of time, and to evaporate the injected fuel well enough so that smoke is prevented from being produced.
  • the embodiment mentioned above shows an in-cylinder injection engine with a supercharger wherein intake air is pressurized and introduced into each cylinder by means of the supercharger and fuel is injected by means of a first injector directly into the intake air introduced into each cylinder to produce mixture.
  • the second injector is provided separately from the first injector for injecting fuel in the middle of each intake passage located on the downstream side of the supercharger.
  • the second injector is provided to inject fuel in the middle of each intake passage separately from the first injector for injecting fuel directly into each cylinder, it is possible to inject exact, neither too much nor too little amount of fuel in a stabilized manner over the entire operation range; very small amount of fuel by means of the first injector when load is low and larger amounts by means of both the first and the second injectors when load is high, improving engine output and fuel economy. It is also possible to prevent smoke from being produced when load is high as fuel in required amount can be injected within a short period of time and fuel is evaporated well enough.
  • the second injector is attached so that its fuel injecting direction is nearly tangent to the intake air flow in the intake passage. Since the direction of fuel injected from the second injector is approximately tangent to the intake air flow in the intake passage, mixture is produced smoothly, the fuel injection does not disturb the flow of intake air, and so the intake flow resistance is held down.
  • the embodiment mentioned above teaches an in-cylinder injection engine especially with a supercharger wherein intake air is pressurized and introduced into each cylinder by means of the supercharger. Fuel is directly injected into the intake air introduced into each cylinder by means of a first injector to produce mixture, a second injector is provided separately from the first injector for injecting fuel in the middle of each intake passage. Said second injector is located on the downstream side of the supercharger.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
EP01118564A 2000-08-02 2001-08-01 Brennkraftmaschine mit Direkteinspritzung Withdrawn EP1179676A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2000234045 2000-08-02
JP2000234045A JP2002048035A (ja) 2000-08-02 2000-08-02 過給機付筒内噴射エンジン

Publications (1)

Publication Number Publication Date
EP1179676A1 true EP1179676A1 (de) 2002-02-13

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EP01118564A Withdrawn EP1179676A1 (de) 2000-08-02 2001-08-01 Brennkraftmaschine mit Direkteinspritzung

Country Status (3)

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US (1) US6637406B2 (de)
EP (1) EP1179676A1 (de)
JP (1) JP2002048035A (de)

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EP1505293A1 (de) * 2003-08-08 2005-02-09 Hitachi, Ltd. Kraftstoffversorgungsanlage und -verfahren für eine direkteinspritzende Brennkraftmaschine
WO2005106239A1 (en) * 2004-04-28 2005-11-10 Toyota Jidosha Kabushiki Kaisha Fuel supply apparatus for internal combustion engine
EP1531249A3 (de) * 2003-11-11 2006-09-13 Toyota Jidosha Kabushiki Kaisha Brennkraftmaschine und Steuerungsverfahren dafür
EP1860319A1 (de) * 2005-03-18 2007-11-28 Toyota Jidosha Kabushiki Kaisha Doppelsystem-kraftstoffeinspritzmotor
WO2013056762A1 (de) * 2011-10-18 2013-04-25 Daimler Ag Anordnung einer luftversorgungseinrichtung an einem zylinderkopf für eine verbrennungskraftmaschine
CN107002618A (zh) * 2014-12-25 2017-08-01 三菱自动车工业株式会社 引擎

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JP4290948B2 (ja) * 2002-09-11 2009-07-08 本田技研工業株式会社 エンジン用燃料噴射装置
JP2005048626A (ja) * 2003-07-31 2005-02-24 Toyota Motor Corp ガソリンエンジン
JP4089601B2 (ja) * 2003-11-21 2008-05-28 トヨタ自動車株式会社 内燃機関の燃料噴射制御装置
JP2005256675A (ja) * 2004-03-10 2005-09-22 Toyota Motor Corp 内燃機関の運転制御方法及び内燃機関運転制御装置、並びに内燃機関
JP4238166B2 (ja) 2004-03-22 2009-03-11 ヤマハ発動機株式会社 燃料供給装置および車両
JP4539171B2 (ja) * 2004-05-21 2010-09-08 トヨタ自動車株式会社 内燃機関の制御装置
US7314033B2 (en) 2004-11-18 2008-01-01 Massachusetts Institute Of Technology Fuel management system for variable ethanol octane enhancement of gasoline engines
US20080060627A1 (en) 2004-11-18 2008-03-13 Massachusetts Institute Of Technology Optimized fuel management system for direct injection ethanol enhancement of gasoline engines
JP4356595B2 (ja) * 2004-11-25 2009-11-04 トヨタ自動車株式会社 内燃機関の制御装置
JP4475221B2 (ja) 2005-03-11 2010-06-09 トヨタ自動車株式会社 エンジン
CN100595426C (zh) 2005-03-18 2010-03-24 丰田自动车株式会社 内燃机
BRPI0609367B1 (pt) 2005-03-18 2018-08-28 Toyota Motor Co Ltd motor de combustão interna provido com sistema duplo de injeção de combustível
JP4542135B2 (ja) 2005-03-18 2010-09-08 トヨタ自動車株式会社 ２系統燃料噴射式内燃機関
JP4614853B2 (ja) 2005-09-26 2011-01-19 ヤマハ発動機株式会社 過給機の取付構造
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